Train driver assistance method, system, device, and computer-readable storage medium

ABSTRACT

A train driver assistance method includes: acquiring basic data of a train under a complex and severe condition; determining whether a traction power system is normal according to the basic data; if so, acquiring an energy-efficient optimized speed profile of the train in a normal state according to the basic data of the train in the current state; and if not, acquiring an energy-efficient optimized speed profile of the train in an abnormal state according to the basic data of the train in the current state. In this way, the method can acquire the energy-efficient optimized speed profile of the train in its current state. The comprehensive electric train driver assistance method can enable the train to adapt to the complex and severe environment and realize the energy-efficient operation of the train and self-rescue of the train.

CROSS REFERENCE TO THE RELATED APPLICATIONS

This application is based upon and claims priority to Chinese PatentApplication No. 202111206859.4, filed on Oct. 18, 2021, the entirecontents of which are incorporated herein by reference.

TECHNICAL FIELD

The present disclosure relates to the field of electric train driverassistance and, in particular, to a train driver assistance method,system, device, and computer-readable storage medium.

BACKGROUND

In recent years, China's large-scale high-speed railway network hasgradually expanded to its western region and some mountainous areas. Dueto the harsh environment in the western region and mountainous areas,high-speed railway lines operate under extremely complex conditions, andmany lines face the problems of long operating mileage, long routing,large altitude changes, and variable and harsh climate. To solve theproblems that the normal operation of electric railways under complexand severe operating conditions is difficult and the power supplyconditions are easily affected by extreme bad weather, a driverassistance system is urgently needed.

The driver assistance system (DAS) aims at safety, punctuality, and highenergy efficiency, and is based on external factors, such as linefacilities, line conditions, timetable, traction power supply, andinternal parameters, such as train traction/braking characteristics andtrain weight and length. The DAS can provide a speed profile for thedriver or an automatic train control (ATC) system to control thehigh-speed train to achieve punctuality, reduce traction energyconsumption, and reduce the frequency of working condition switching.

When the traction power system fails due to various reasons, the urgentassistant system (UAS) is activated to control the train. The UASoperates based on line gradients, two-way arrivals, the traintraction/braking characteristics in emergencies, the energy consumptionof auxiliary systems, and the capacity and power of the on-board energystorage device. It can generate optimized speed profiles of the train innormal states, and realize rapid self-rescue of the train in the case ofa traction power system failure, ensuring the train's operationalefficiency and personnel's safety in the event of a train failure.

SUMMARY

Given the above deficiencies in the prior art, the present disclosureprovides a train driver assistance method, system, device, and acomputer-readable storage medium. The present disclosure provides acomprehensive electric train driver assistance system. It provides anoptimized speed profile of the train under the condition of normal powersupply and a safe operation strategy and speed profile of the trainunder the condition of abnormal power supply to ensure train cruisingefficiency and personnel safety in case of a train failure.

To achieve the above objective, the present disclosure adopts thefollowing technical solutions:

In the first aspect, a train driver assistance method includes thefollowing steps:

-   -   S1: acquiring basic data of a train under a complex and severe        condition;    -   S2: determining whether a traction power system is normal        according to the basic data; if yes, proceeding to step S3; and        if not, proceeding to step S4;    -   S3: acquiring an energy-efficient optimized speed profile of the        train in a normal state according to the basic data of the train        in a current state;    -   S4: acquiring an energy-efficient optimized speed profile of the        train in an abnormal state according to the basic data of the        train in the current state.

Further, step S2 may specifically include:

-   -   determining whether the traction power system is normal        according to a catenary voltage in running state information of        the train; if the catenary voltage is non-zero, determining that        the traction power system is in a normal state and proceeding to        step S3; and if the catenary voltage is zero, determining that        the traction power system is in an abnormal state and proceeding        to step S4.

Further, step S3 may specifically include:

-   -   S31: giving a train running time;    -   S32: calculating a min-time speed profile and a minimum running        time according to the basic data of the train in the current        state, where the minimum running time is expressed as:

$T_{\min} = {\sum\limits_{i = 0}^{n}{\Delta t_{i}}}$

where T_(min) denotes the minimum running time, n denotes the totalnumber of steps for calculation, and Δt_(i) denotes the running time ofthe i-th segment;

-   -   S33: determining whether there is a surplus time between the        minimum running time and the given running time; if not, taking        the minimum running speed profile as the energy-efficient        optimized speed profile of the train in the normal state; and if        so, proceeding to step S34;    -   S34: performing energy-efficient optimization according to data        of the min-time speed profile and the surplus time to acquire an        optimized speed profile as the energy-efficient optimized speed        profile of the train in the normal state, where an objective        function of the optimized speed profile is:        min J=∫ _(x) ₀ ^(x) ^(f) F _(t)(v)−αF _(d)(v)dx

where min J denotes a value of the objective function for minimum energyconsumption of the train, x₀ and x_(f) denote a starting position and anending position of a running section, F_(t)(v) denotes a traction forceon the train; F_(d)(v) denotes an electric braking force on the train,and a denotes a regenerative braking energy utilization of the train.

Further, step S4 may specifically include:

-   -   S41: switching the power source of the train in the current        state and acquiring a minimum energy consumption and a speed        profile of the train running forward in the current state, where        the minimum energy consumption of the train running forward is        expressed as:        E _(F) =E _(T) +E _(AUX)

where E_(F) denotes the minimum energy consumption of the train runningforward, E_(T) denotes the traction energy consumption of the trainrunning forward, and E_(AUX) denotes an auxiliary energy consumption ofthe train running forward;

-   -   S42: comparing the minimum energy consumption of the train        running forward with the on-board energy storage of the train in        the current state; if the on-board energy storage is greater        than the minimum energy consumption of the train running        forward, taking the speed profile of the train running forward        in the current state as the energy-efficient optimized speed        profile of the train in the current state; and if not,        proceeding to step S43;    -   S43: parking the train with a maximum braking force in the        current state, acquiring parking information of the train, and        proceeding to step S44;    -   S44: calculating minimum energy consumption and a speed profile        of the train running backward according to the acquired train        parking information, where the minimum energy consumption of the        train running backward is expressed as:        E _(B) =E _(T) *+E _(AUX)*

where E_(B) denotes the minimum energy consumption of the train runningbackward, E_(T)* denotes the traction energy consumption of the trainrunning backward, and E_(AUX)* denotes an auxiliary energy consumptionof the train running backward;

-   -   S45: comparing the minimum energy consumption of the train        running backward with the on-board energy storage of the train        in the current state; if the on-board energy storage of the        train in the current state is greater than the minimum energy        consumption of the train running backward, taking the speed        profile of the train running backward in the current state as        the energy-efficient optimized speed profile of the train in the        current state; and if not, proceeding to step S46;    -   S46: determining that the train is unable to arrive in the        current state and feeding back the information that the train is        unable to arrive to a station executive.

Further, in step S41, an objective function of the speed profile of thetrain running forward in the current state may be expressed as:min J′=∫ _(x) ₀ ^(x) ^(f) F _(t)(v)′−αF _(d)(v)′dx+TP _(AUX)′

where min J denotes a value of the objective function for the minimumenergy consumption of the train running forward; x₀ and x_(f) denote astarting position and an ending position of a running section,respectively; F_(t)(v)′ denotes a traction force on the train runningforward; F_(d)(v)′ denotes an electric braking force on the trainrunning forward; F_(t)(v)′ denotes a regenerative braking energyutilization of the train; a denotes a regenerative braking energyutilization of the train; T denotes a total duration of the train inemergency running; and P_(AUX)′ denotes an auxiliary power of the trainrunning forward.

Further, in step S44, an objective function of the speed profile of thetrain running backward in the current state may be expressed as:min J*=∫ _(x) ₀ ^(x) ^(f) F _(t)(v)−αF _(d)(v)dx+TP _(AUX)

where min J* denotes a value of the objective function for the minimumenergy consumption of the train running backward; x₀ and x_(f) denote astarting position and an ending position of a running section,respectively; F_(t)(v)* denotes a traction force on the train runningbackward; F_(d)(v)* denotes an electric braking force on the trainrunning backward; α denotes a regenerative braking energy utilization ofthe train; T denotes a total duration of the train in emergency running;and P_(AUX)* denotes an auxiliary power of the train running forward.

In a second aspect, a train driver assistance system includes:

-   -   a data acquisition module configured to acquire basic data of a        train under a complex and severe condition;    -   a determination module configured to determine whether a        traction power system is normal according to the basic data;    -   a normal-state optimized speed profile acquisition module        configured to acquire an energy-efficient optimized speed        profile of the train in a normal state according to the basic        data of the train in a current state;    -   an abnormal-state optimized speed profile acquisition module        configured to acquire an energy-efficient optimized speed        profile of the train in an abnormal state according to the basic        data of the train in the current state; and    -   an energy-efficient optimized speed profile output module        configured to output the acquired energy-efficient optimized        speed profile.

In a third aspect, a train driver assistance system (DAS) deviceincludes:

-   -   a memory configured to store a computer program; and    -   a processor configured to execute the computer program to        implement the disclosed train driver assistance method.

In a fourth aspect, a computer-readable storage medium stores a computerprogram, where the computer program is executed by a processor toimplement the above train driver assistance method.

The present disclosure has the following beneficial effects.

The method of the present disclosure includes: acquiring basic data of atrain under a complex and severe condition; determining whether atraction power system is normal according to the basic data; if so,acquiring an energy-efficient optimized speed profile of the train in anormal state according to the basic data of the train in the currentstate to enable the train to arrive at a scheduled station in a safe,smooth, punctual, energy-efficient and efficient manner; and if not,acquiring an energy-efficient optimized speed profile of the train in anabnormal state according to the basic data of the train in the currentstate to enable the train to arrive at the nearest station safely. Thepresent disclosure provides a comprehensive electric train driverassistance method and system, which enable the train to adapt to thecomplex and severe line environment and realize the energy-efficientoperation of the train under the condition of normal power supply andself-rescue of the train under the condition of abnormal power supply.Therefore, the present disclosure can ensure the train's operationalefficiency and personnel's safety in the event of a train failure.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a flowchart of a train driver assistance method according tothe present disclosure.

FIG. 2 is a flowchart of step S3 of the train driver assistance methodaccording to the present disclosure.

FIG. 3 shows the braking characteristic of comprehensive braking andelectric braking.

FIG. 4 is a flowchart of step S4 of the train driver assistance methodaccording to the present disclosure.

FIG. 5 is a structural diagram of a train driver assistance systemaccording to the present disclosure.

FIG. 6 is a structural diagram of a train driver assistance deviceaccording to the present disclosure.

DETAILED DESCRIPTION OF THE EMBODIMENTS

The specific implementations of the present disclosure are describedbelow to facilitate those skilled in the art to understand the presentdisclosure, but it should be clear that the present disclosure is notlimited to the scope of the specific implementations. Various obviouschanges made by those of ordinary skill in the art within the spirit andscope of the present disclosure defined by the appended claims shouldfall within the protection scope of the present disclosure.

As shown in FIG. 1 , a train driver assistance method includes steps S1to S4:

-   -   S1: Acquire basic data of a train under a complex and severe        condition.

In practical applications, it is necessary to check whether each workingmodule of the train is normal when the train starts and then read thedata required for optimization. These data include basic data of thetrain under complex and severe conditions, such as line facilities, linespeed restrictions, line gradients, line curves, timetables, traintraction/braking characteristics, on-board energy storage batterycapacity, on-board energy storage battery power, auxiliary electricalpower, train weight, and train length. These data also include trainrunning lines received in real-time and signals sent to the train, suchas signals, catenary state, and real-time train running state.

-   -   S2: Determine whether a traction power system is normal        according to the basic data: If yes, proceed to step S3, and if        not, proceed to step S4.

In practical applications, it is determined whether the traction powersystem is normal according to the signals received by the train as partof the basic data. If the traction power system is normal, the trainenters a driver assistance mode. If the traction power system isabnormal, the train enters an urgent assistant mode.

In this embodiment, step S2 specifically includes determining whetherthe traction power system is normal according to a catenary voltage inthe running state information of the train.

If the catenary voltage is non-zero, the traction power system isdetermined to be in a normal state, and the system proceeds to step S3.If the catenary voltage is zero, the traction power system is determinedto be in an abnormal state, and the system proceeds to step S4.

-   -   S3: Acquire an energy-efficient optimized speed profile of the        train in a normal state according to the basic data of the train        in a current state.

As shown in FIG. 2 , in this embodiment, step S3 specifically includes:

-   -   S31: Give a train running time.    -   S32: Calculate the minimum running time and the min-time speed        profile of the train according to the basic data of the train in        the current state, where the minimum running time is expressed        as:

$T_{\min} = {\sum\limits_{i = 0}^{n}{\Delta t_{i}}}$

where T_(min) denotes the minimum running time, n denotes the totalnumber of steps for calculation, and Δt_(i) denotes the running time ofan i-th segment;

In practical applications, the present disclosure does not limit themethod for acquiring the min-time speed profile, and the embodiment ofthe present disclosure adopts Pontryagin's maximum principle (PMP).

First, according to the basic data of the train in the current state,outside the restricted segment of the line, full traction is adopted,and the speed profile under the maximum traction force is as follows:

${F_{k}(v)} = \left\{ \begin{matrix}{{av} + b} & {v \leq v_{1}} \\{c/v} & {v_{1} < v \leq v_{\max}}\end{matrix} \right.$

where F_(k)(v) denotes the maximum traction force related to speed, a,b, c are constants, v denotes the speed of the train in the currentstate, v₁ denotes a first preset speed threshold, and v_(max) denotes apreset maximum speed threshold.

Second, according to the basic data of the train in the current state,in the restricted segment of the line, the speed limit is a constantspeed, and the speed profile under constant speed operation is acquired.

Finally, according to the basic data of the train in the current state,the allowable maximum braking force is adopted to generate a brakingspeed profile, and the min-time speed profile can be obtained.

As shown in FIG. 3 , the maximum braking force of the train mainlyincludes two parts: an electric braking force and an air braking force.When the electric braking force is insufficient, the air braking forceis activated to make up for the electric braking force.

The min-time speed profile is calculated according to the above rules. Asingle-step calculation is expressed as:v _(i+1) ² −v _(i) ²=2a _(i) Δx

where v_(i+1) denotes the train's speed at the (i+1)-th point, v_(i)denotes the train's speed at the i-th point, a_(i) denotes the train'sacceleration at the i-th point, and Δx denotes the distance step size.

-   -   S33: Determine whether there is a surplus time between the        minimum running time and the given train running time: If not,        the min-time speed profile is taken as the energy-efficient        optimized speed profile of the train in the normal state, and if        yes, proceed to step S34.

In practical applications, it is determined whether there is a surplustime between the minimum running time and the given running time. Thatis, it is determined whether the minimum running time T_(min) is lessthan the given running time T_(give). If the given running time is lessthan the minimum running time, that is T_(min)>T_(give), there is asurplus time for the optimization of the energy-efficient speed profile,and the minimum running speed profile is taken as the energy-efficientoptimized speed profile of the train in the normal state. If not, theenergy-efficient optimization calculation is performed according to thesurplus time.

-   -   S34: Perform energy-efficient optimization according to the data        of the min-time speed profile and the surplus time to acquire an        optimized speed profile as the energy-efficient optimized speed        profile of the train in the normal state, where an objective        function of the optimized speed profile is:        min J=∫ _(x) ₀ ^(x) ^(f) F _(t)(v)−αF _(d)(v)dx

where min J denotes a value of the objective function for minimum energyconsumption of the train, x₀ and x_(f) denote a starting position and anending position of a running section, F_(t)(v) denotes a traction forceon the train, F_(d)(v) denotes an electric braking force on the train,and α denotes a regenerative braking energy utilization of the train.

In practical applications, in the embodiment of the present disclosure,first, a traction-braking force sequence of the min-time speed profileis extracted.

Second, the capacity gradient of the traction-braking force sequence iscalculated.

$\rho = \frac{\Delta E}{\Delta t}$

where ρ denotes an energy gradient, ΔE denotes an energy consumptionchange, and Δt denotes a time change.

Third, according to a certain step size, time is allocated to thetraction-braking sequence with the highest energy gradient, that is, thesame time is allocated to reduce the energy consumption the most. Then,the energy gradient is recalculated until all time is allocated, therebyacquiring the optimized energy gradient.T _(give) −T _(min) −ΣΔt=0;

where T_(give) denotes the running time given by the timetable.

Finally, the optimized speed profile is acquired according to theoptimized energy gradient, which is taken as the energy-efficientoptimized speed profile of the train in the normal state.

-   -   S4: Acquire an energy-efficient optimized speed profile of the        train in an abnormal state according to the basic data of the        train in the current state.

As shown in FIG. 4 , in this embodiment, step S4 specifically includes:

-   -   S41: Switch a power source of the train in the current state and        acquire a minimum energy consumption and a speed profile of the        train running forward to a scheduled station in the current        state, where the minimum energy consumption is expressed as:        E _(F) =E _(T) +E _(AUX)

where E_(F) denotes the minimum energy consumption of the train runningforward; E_(T) denotes the traction energy consumption of the trainrunning forward,

${E_{T} = {\sum\limits_{i = 0}^{n}{{f_{i} \cdot \Delta}s}}};$n denotes the total number of steps for calculation of E_(T); f_(i)denotes a traction/braking force received by the train at the i-th step;Δs denotes a distance calculated in a single step; E_(AUX) denotes theauxiliary energy consumption of the train running forward,E_(AUX)=P_(AUX)′·T_(F); P_(AUX)′ denotes an auxiliary power of anauxiliary appliance; T_(F) denotes a forward running time of the train,

${T_{F} = {\sum\limits_{i = 0}^{n}{\Delta t_{i}}}};$and Δt_(i) denotes the running time of the train at the i-th step.

In this embodiment, in step S41, an objective function of the speedprofile of the train running forward in the current state is expressedas:min J′=∫ _(x) ₀ ^(x) ^(f) F _(t)(v)′−αF _(d)(v)′dx+TP _(AUX)′

where min J′ denotes the value of the objective function for the minimumenergy consumption of the train running forward, x₀ and x_(f) denote thestarting position and the ending position of a running section,respectively, F_(t)(v)′ denotes the traction force on the train runningforward, F_(d)′ denotes the electric braking force on the train runningforward, F_(t)(v)′ denotes the regenerative braking energy utilizationof the train, α denotes the regenerative braking energy utilization ofthe train, T denotes the total duration of the train in emergencyrunning, and P_(AUX)′ denotes the auxiliary power of the train runningforward.

In practical applications, in the embodiment of the present disclosure,the speed profile of the train running forward to the scheduled stationin the current state is acquired as follows.

First, the min-time speed profile is calculated according to the basicdata of the train in the current state, and the traction-braking forcesequence is extracted.

Second, the capacity gradient of the traction-braking force sequence iscalculated,

$\rho = {\frac{\Delta E}{\Delta t}.}$

Third, the surplus time is allocated cyclically according to the energygradient. According to the step size, time is allocated to thetraction-braking sequence with the highest energy gradient, that is, thesame time is allocated to reduce the energy consumption the most. Then,the energy gradient is recalculated until all time is allocated, thatis, T_(give)−T_(min)−ΣΔt=0, thereby acquiring the optimized speedprofile.

-   -   S42: Compare the minimum energy consumption of the train running        forward with the on-board energy storage of the train in the        current state: If the on-board energy storage is greater than        the minimum energy consumption of the train running forward,        take the speed profile of the train running forward to the        scheduled station in the current state as the energy-efficient        optimized speed profile of the train in the current state. If        not, proceed to step S43.

In practical applications, the minimum energy consumption E_(F) of thetrain running forward is compared with the on-board energy storageE_(power) of the train in the current state. If the on-board energystorage of the train in the current state is greater than the minimumenergy consumption of the train running backward, that is,E_(power)>E_(F), the speed profile of the train running forward in thecurrent state is taken as the energy-efficient optimized speed profileof the train in the current state. If not, the system proceeds to thefollowing step.

-   -   S43: Park the train with a maximum braking force in the current        state, acquire parking information of the train, and proceed to        step S44.    -   S44: Calculate the minimum energy consumption and the speed        profile of the train running backward according to the acquired        train parking information, where the minimum energy consumption        of the train running backward is expressed as:        E _(B) =E _(T) *+E _(AUX)*

where E_(B) denotes the minimum energy consumption of the train runningbackward; E_(T)* denotes the traction energy consumption of the trainrunning backward,

${E_{T}^{*} = {\sum\limits_{i = 0}^{n}{{f_{i} \cdot \Delta}s}}};$n denotes the total number of steps for calculation; f_(i) denotes atraction/braking force received by the train at the i-th step; Δsdenotes a distance calculated in a single step; E_(AUX)* denotes theauxiliary energy consumption of the train running backward,E_(AUX)*=P_(AUX)*·T_(B); P_(AUX)* denotes an auxiliary power of anauxiliary appliance; T_(B) denotes a backward running time of the train,

${T_{B} = {\sum\limits_{i = 0}^{n}{\Delta t_{i}}}};$and Δt_(i) denotes the running time of the train at the i-th step.

In this embodiment, in step S44, an objective function of the speedprofile of the train running backward in the current state is expressedas:min J*=∫ _(x) ₀ ^(x) ^(f) F _(t)(v)*−αF _(d)(v)*dx+TP _(AUX)*

where min J* denotes a value of the objective function for the minimumenergy consumption of the train running backward; x₀ and x_(f) denote astarting position and an ending position of a running section,respectively; F_(t)(v)* denotes a traction force on the train runningbackward; F_(d)(v)* denotes an electric braking force on the trainrunning backward; α denotes a regenerative braking energy utilization ofthe train; T denotes a total duration of the train in emergency running;and P_(AUX)* denotes an auxiliary power of the train running forward.

-   -   S45: Compare the minimum energy consumption of the train running        backward with the on-board energy storage of the train in the        current state: If the on-board energy storage E_(power)* of the        train in the current state is greater than the minimum energy        consumption E_(B) of the train running backward, the speed        profile of the train running backward in the current state is        taken as the energy-efficient optimized speed profile of the        train in the current state. If not, the system proceeds to step        S46.    -   S46: Determine that the train cannot arrive in the current state        and transmit the information that the train cannot arrive to a        station executive.

As shown in FIG. 5 , a train driver assistance system includes:

-   -   a data acquisition module configured to acquire basic data of a        train undergoing a complex and severe condition;    -   a determination module configured to determine whether a        traction power system is normal according to the basic data;    -   a normal-state optimized speed profile acquisition module        configured to acquire an energy-efficient optimized speed        profile of the train in a normal state according to the basic        data of the train in a current state;    -   an abnormal-state optimized speed profile acquisition module        configured to acquire an energy-efficient optimized speed        profile of the train in an abnormal state according to the basic        data of the train in the current state, and    -   an energy-efficient optimized speed profile output module        configured to output the acquired energy-efficient optimized        speed profile.

The train driver assistance system provided by the embodiment of thepresent disclosure has the same beneficial effects as the above traindriver assistance method.

As shown in FIG. 6 , an embodiment of the present disclosure furtherprovides a computer-readable storage medium. The computer-readablestorage medium stores a computer program, which is executed by aprocessor to implement the above train driver assistance method.

The train driver assistance system provided by the embodiment of thepresent disclosure has the same beneficial effects as the above traindriver assistance method.

The present disclosure is described with reference to the flowchartsand/or block diagrams of the method, device (system), and computerprogram product according to the embodiments of the present disclosure.It should be understood that computer program instructions may be usedto implement each process and/or each block in the flowcharts and/or theblock diagrams and a combination of a process and/or a block in theflowcharts and/or the block diagrams. These computer programinstructions may be provided for a general-purpose computer, a dedicatedcomputer, an embedded processor, or a processor of another programmabledata processing device to generate a machine, such that the instructionsexecuted by a computer or a processor of another programmable dataprocessing device generate an apparatus for implementing a specificfunction in one or more processes in the flowcharts and/or in one ormore blocks in the block diagrams.

These computer program instructions may also be stored in acomputer-readable memory that can instruct a computer or anotherprogrammable data processing device to work in a specific manner, suchthat the instructions stored in the computer-readable memory generate anartifact that includes an instruction apparatus. The instructionapparatus implements a specific function in one or more processes in theflowcharts and/or in one or more blocks in the block diagrams.

These computer program instructions may also be loaded onto a computeror another programmable data processing device, such that a series ofoperations and steps are performed on the computer or anotherprogrammable device, thereby generating computer-implemented processing.Therefore, the instructions executed on the computer or anotherprogrammable device provide steps for implementing a specific functionin one or more processes in the flowcharts and/or in one or more blocksin the block diagrams.

In this specification, specific embodiments are used to describe theprinciple and implementations of the present disclosure, and thedescription of the embodiments is only intended to help understand themethod and core idea of the present disclosure. A person of ordinaryskill in the art may make modifications to the specific implementationsand the application scope based on the idea of the present disclosure.Therefore, the content of this specification shall not be construed as alimitation to the present disclosure.

Those of ordinary skill in the art will understand that the embodimentsdescribed herein are intended to help readers understand the principlesof the present disclosure, and it should be understood that theprotection scope of the present disclosure is not limited to suchspecial statements and embodiments. Those of ordinary skill in the artmay make other various specific modifications and combinations accordingto the technical teachings disclosed in the present disclosure withoutdeparting from the essence of the present disclosure, and suchmodifications and combinations still fall within the protection scope ofthe present disclosure.

What is claimed is:
 1. A train driver assistance method comprising the following steps: S1: acquiring basic data of a train under a complex and severe condition; S2: determining whether a traction power system is normal according to the basic data; if the traction power system is normal, proceeding to step S3; and if the traction power system is not normal, proceeding to step S4; S3: acquiring an energy-efficient optimized speed profile of the train in a normal state according to the basic data of the train in a current state; and S4: acquiring an energy-efficient optimized speed profile of the train in an abnormal state according to the basic data of the train in the current state.
 2. The train driver assistance method according to claim 1, wherein step S2 specifically comprises: determining whether the traction power system is normal according to a catenary voltage in running state information of the train; determining, if the catenary voltage is non-zero, that the traction power system is in a normal state, and proceeding to step S3; and determining, if the catenary voltage is zero, that the traction power system is in an abnormal state, and proceeding to step S4.
 3. The train driver assistance method according to claim 1, wherein step S3 specifically comprises: S31: giving a train running time; S32: calculating the minimum running time and a min-time speed profile of the train according to the basic data of the train in the current state, wherein the minimum running time is calculated by: $T_{\min} = {\sum\limits_{i = 0}^{n}{\Delta t_{i}}}$ wherein T_(min) denotes the minimum running time; n denotes a total number of steps for calculation; and Δt_(i) denotes a running time of an i-th segment; S33: determining whether there is a surplus time between the minimum running time and the train running time; if there is no surplus time between the minimum running time and the train running time, taking the min-time speed profile as the energy-efficient optimized speed profile of the train in the normal state; and if there is the surplus time between the minimum running time and the train running time, proceeding to step S34; S34: performing energy-efficient optimization according to data of the min-time speed profile and the surplus time to acquire an optimized speed profile as the energy-efficient optimized speed profile of the train in the normal state, wherein an objective function of the optimized speed profile is: min J=∫ _(x) ₀ ^(x) ^(f) F _(t)(v)−αF _(d)(v)dx wherein min J denotes a value of the objective function for a minimum energy consumption of the train; x₀ and x_(f) denote a starting position and an ending position of a running section, respectively; F_(t)(v) denotes a traction force on the train; F_(d)(v) denotes an electric braking force on the train; and α denotes a regenerative braking energy utilization of the train.
 4. The train driver assistance method according to claim 1, wherein step S4 specifically comprises: S41: switching a power source of the train in the current state and acquiring a minimum energy consumption and a speed profile of the train running forward in the current state, wherein the minimum energy consumption of the train running forward is calculated by: E _(F) =E _(T) +E _(AUX) wherein E_(F) denotes the minimum energy consumption of the train running forward; E_(T) denotes a traction energy consumption of the train running forward; and E_(AUX) denotes an auxiliary energy consumption of the train running forward; S42: comparing the minimum energy consumption of the train running forward with an on-board energy storage of the train in the current state; taking the speed profile of the train running forward in the current state as the energy-efficient optimized speed profile of the train in the current state if the on-board energy storage is greater than the minimum energy consumption of the train running forward; and if the on-board energy storage is not greater than the minimum energy consumption of the train running forward, proceeding to step S43; S43: parking the train with a maximum braking force in the current state, acquiring parking information of the train, and proceeding to step S44; S44: calculating a minimum energy consumption and a speed profile of the train running backward according to the acquired train parking information, wherein the minimum energy consumption of the train running backward is expressed as: E _(B) =E _(T) *+E _(AUX)* wherein E_(B) denotes the minimum energy consumption of the train running backward; E_(T)* denotes a traction energy consumption of the train running backward; and E_(AUX)* denotes an auxiliary energy consumption of the train running backward; S45: comparing the minimum energy consumption of the train running backward with the on-board energy storage of the train in the current state; taking the speed profile of the train running backward in the current state as the energy-efficient optimized speed profile of the train in the current state if the on-board energy storage of the train in the current state is greater than the minimum energy consumption of the train running backward; and if the on-board energy storage of the train in the current state is not greater than the minimum energy consumption of the train running backward, proceeding to step S46; S46: determining that the train is unable to arrive in the current state, and sending the information that the train is unable to arrive to a station executive.
 5. The train driver assistance method according to claim 4, wherein in step S41, an objective function of the speed profile of the train running forward in the current state is expressed as: min J′=∫ _(x) ₀ ^(x) ^(f) F _(t)(v)′−αF _(d)(v)′dx+TP _(AUX)′ wherein min J′ denotes a value of the objective function for the minimum energy consumption of the train running forward; x₀ and x_(f) denote a starting position and an ending position of a running section, respectively; F_(t)(v)′ denotes a traction force on the train running forward; F_(d)(v)′ denotes an electric braking force on the train running forward; F_(t)(v)′ denotes a regenerative braking energy utilization of the train; a denotes a regenerative braking energy utilization of the train; T denotes a total duration of the train in emergency running; and P_(AUX)′ denotes an auxiliary power of the train running forward.
 6. The train driver assistance method according to claim 4, wherein in step S44, an objective function of the speed profile of the train running backward in the current state is expressed as: min J*=∫ _(x) ₀ ^(x) ^(f) F _(t)(v)*−αF _(d)(v)*dx+TP _(AUX)* wherein min J* denotes a value of the objective function for the minimum energy consumption of the train running backward; x₀ and x_(f) denote a starting position and an ending position of a running section, respectively; F_(t)(v)* denotes a traction force on the train running backward; F_(d)(v)* denotes an electric braking force on the train running backward; α denotes a regenerative braking energy utilization of the train; T denotes a total duration of the train in emergency running; and P_(AUX)* denotes an auxiliary power of the train running forward.
 7. A train driver assistance device comprising: a memory configured to store a computer program; and a processor configured to execute the computer program to implement the train driver assistance method according to claim
 1. 8. The train driver assistance device according to claim 7, wherein step S2 of the train driver assistance method specifically comprises: determining whether the traction power system is normal according to a catenary voltage in running state information of the train; determining, if the catenary voltage is non-zero, that the traction power system is in a normal state, and proceeding to step S3; and determining, if the catenary voltage is zero, that the traction power system is in an abnormal state, and proceeding to step S4.
 9. The train driver assistance device according to claim 7, wherein step S3 of the train driver assistance method specifically comprises: S31: giving a train running time; S32: calculating the minimum running time and a min-time speed profile of the train according to the basic data of the train in the current state, wherein the minimum running time is calculated by: $T_{\min} = {\sum\limits_{i = 0}^{n}{\Delta t_{i}}}$ wherein T_(min) denotes the minimum running time; n denotes a total number of steps for calculation; and Δt_(i) denotes a running time of an i-th segment; S33: determining whether there is a surplus time between the minimum running time and the train running time; if there is no surplus time between the minimum running time and the train running time, taking the min-time speed profile as the energy-efficient optimized speed profile of the train in the normal state; and if there is the surplus time between the minimum running time and the train running time, proceeding to step S34; S34: performing energy-efficient optimization according to data of the min-time speed profile and the surplus time to acquire an optimized speed profile as the energy-efficient optimized speed profile of the train in the normal state, wherein an objective function of the optimized speed profile is: min J=∫ _(x) ₀ ^(x) ^(f) F _(t)(v)−αF _(d)(v)dx wherein min J denotes a value of the objective function for a minimum energy consumption of the train; x₀ and x_(f) denote a starting position and an ending position of a running section, respectively; F_(t)(v) denotes a traction force on the train; F_(d)(v) denotes an electric braking force on the train; and α denotes a regenerative braking energy utilization of the train.
 10. The train driver assistance device according to claim 7, wherein step S4 of the train driver assistance method specifically comprises: S41: switching a power source of the train in the current state and acquiring a minimum energy consumption and a speed profile of the train running forward in the current state, wherein the minimum energy consumption of the train running forward is calculated by: E _(F) =E _(T) +E _(AUX) wherein E_(F) denotes the minimum energy consumption of the train running forward; E_(T) denotes a traction energy consumption of the train running forward; and E_(AUX) denotes an auxiliary energy consumption of the train running forward; S42: comparing the minimum energy consumption of the train running forward with an on-board energy storage of the train in the current state; taking the speed profile of the train running forward in the current state as the energy-efficient optimized speed profile of the train in the current state if the on-board energy storage is greater than the minimum energy consumption of the train running forward; and if the on-board energy storage is not greater than the minimum energy consumption of the train running forward, proceeding to step S43; S43: parking the train with a maximum braking force in the current state, acquiring parking information of the train, and proceeding to step S44; S44: calculating a minimum energy consumption and a speed profile of the train running backward according to the acquired train parking information, wherein the minimum energy consumption of the train running backward is expressed as: E _(B) =E _(T) *+E _(AUX)* wherein E_(B) denotes the minimum energy consumption of the train running backward; E_(T)* denotes a traction energy consumption of the train running backward; and E_(AUX)* denotes an auxiliary energy consumption of the train running backward; S45: comparing the minimum energy consumption of the train running backward with the on-board energy storage of the train in the current state; taking the speed profile of the train running backward in the current state as the energy-efficient optimized speed profile of the train in the current state if the on-board energy storage of the train in the current state is greater than the minimum energy consumption of the train running backward; and if the on-board energy storage of the train in the current state is not greater than the minimum energy consumption of the train running backward, proceeding to step S46; S46: determining that the train is unable to arrive in the current state, and sending the information that the train is unable to arrive to a station executive.
 11. A computer-readable storage medium, storing a computer program, wherein the computer program is executed by a processor to implement the train driver assistance method according to claim
 1. 12. The computer-readable storage medium according to claim 11, wherein step S2 of the train driver assistance method specifically comprises: determining whether the traction power system is normal according to a catenary voltage in running state information of the train; determining, if the catenary voltage is non-zero, that the traction power system is in a normal state, and proceeding to step S3; and determining, if the catenary voltage is zero, that the traction power system is in an abnormal state, and proceeding to step S4.
 13. The computer-readable storage medium according to claim 11, wherein step S3 of the train driver assistance method specifically comprises: S31: giving a train running time; S32: calculating a minimum running time and a min-time speed profile of the train according to the basic data of the train in the current state, wherein the minimum running time is calculated by: $T_{\min} = {\sum\limits_{i = 0}^{n}{\Delta t_{i}}}$ wherein T_(min) denotes the minimum running time; n denotes a total number of steps for calculation; and Δt_(i) denotes a running time of an i-th segment; S33: determining whether there is a surplus time between the minimum running time and the train running time; if there is not the surplus time between the minimum running time and the train running time, taking the min-time speed profile as the energy-efficient optimized speed profile of the train in the normal state; and if there is the surplus time between the minimum running time and the train running time, proceeding to step S34; S34: performing energy-efficient optimization according to data of the min-time speed profile and the surplus time to acquire an optimized speed profile as the energy-efficient optimized speed profile of the train in the normal state, wherein an objective function of the optimized speed profile is: min J=∫ _(x) ₀ ^(x) ^(f) F _(t)(v)−αF _(d)(v)dx wherein min J denotes a value of the objective function for a minimum energy consumption of the train; x₀ and x_(f) denote a starting position and an ending position of a running section, respectively; F_(t)(v) denotes a traction force on the train; F_(d)(v) denotes an electric braking force on the train; and α denotes a regenerative braking energy utilization of the train.
 14. The computer-readable storage medium according to claim 11, wherein step S4 of the train driver assistance method specifically comprises: S41: switching a power source of the train in the current state and acquiring a minimum energy consumption and a speed profile of the train running forward in the current state, wherein the minimum energy consumption of the train running forward is calculated by: E _(F) =E _(T) +E _(AUX) wherein E_(F) denotes the minimum energy consumption of the train running forward; E_(T) denotes a traction energy consumption of the train running forward; and E_(AUX) denotes an auxiliary energy consumption of the train running forward; S42: comparing the minimum energy consumption of the train running forward with an on-board energy storage of the train in the current state; taking the speed profile of the train running forward in the current state as the energy-efficient optimized speed profile of the train in the current state if the on-board energy storage is greater than the minimum energy consumption of the train running forward; and if the on-board energy storage is not greater than the minimum energy consumption of the train running forward, proceeding to step S43; S43: parking the train with a maximum braking force in the current state, acquiring parking information of the train, and proceeding to step S44; S44: calculating a minimum energy consumption and a speed profile of the train running backward according to the acquired train parking information, wherein the minimum energy consumption of the train running backward is expressed as: E _(B) =E _(T) *+E _(AUX)* wherein E_(B) denotes the minimum energy consumption of the train running backward; E_(T)* denotes a traction energy consumption of the train running backward; and E_(AUX)* denotes an auxiliary energy consumption of the train running backward; S45: comparing the minimum energy consumption of the train running backward with the on-board energy storage of the train in the current state; taking the speed profile of the train running backward in the current state as the energy-efficient optimized speed profile of the train in the current state if the on-board energy storage of the train in the current state is greater than the minimum energy consumption of the train running backward; and if the on-board energy storage of the train in the current state is not greater than the minimum energy consumption of the train running backward, proceeding to step S46; S46: determining that the train is unable to arrive in the current state, and sending the information that the train is unable to arrive to a station executive.
 15. A train driver assistance system, comprising: a data acquisition module configured to acquire basic data of a train under a complex and severe condition; a determination module configured to determine whether a traction power system is normal according to the basic data; a normal-state optimized speed profile acquisition module configured to acquire an energy-efficient optimized speed profile of the train in a normal state according to the basic data of the train in a current state; an abnormal-state optimized speed profile acquisition module configured to acquire an energy-efficient optimized speed profile of the train in an abnormal state according to the basic data of the train in the current state; and an energy-efficient optimized speed profile output module configured to output the acquired energy-efficient optimized speed profile. 